Internal-combustion engine



F. 8. AND A. s. DUESENBERG.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR. 14, l9l3- RENEWED JUNE 24.1918.

Patented Dec. 28, 1920.

4 $HEETS-SHEET 1- WE Wade/{ck 5 Zlwasen tflw y a? esezze F. 8. AND A. S.DUESENBERG.

INTERNAL COMBUSTION ENGINE.

APPLICATlON FILED APR. I4, 1913. RENEWED JUNE 24,1918.

1,363,500. Patented Dec. 28,1920.

4 SHEETSSHEET 2- F. S. AND A. S. DUESENBERG.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED APR.I4.19I3- RENEWED 1UNE 24.1918.

1,363,500, Patented Dec. 28, 1920.

4 SHEETS-SHEET 3. 16' 17 1 16 M 171 7 17 II- 16 F. 8. AND A. S.DUESENBERG.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED APR. 14,1913. RENEWED JUNE24.1918.

Patented Dec. 28, 1920. 7

4 SHEETS-SHEET 4.

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in: fiederz'ck S. Dwes ii re UNITED STA'I l I S PATENT ()FFICE.

FREDERICK S. DUESENBERG AND AUGUST S. DUESENBERG, OF ELIZABETH, NEWJERSEY.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Dec. 28, 1920.

Application filed April 14, 1913, Serial No. 760,851. Renewed June 24,1918. Serial No. 241,689.

To all whom it may concern:

Be it known that we, Fnnnnnlox S. Dunsnxnnnc and AUGUST S. DUnsnNBnno,both citizens of the United States, and both residents of the city ofElizabeth, county of Union, and State of New Jersey, have inventedcertain new and useful Improvements in Internal-Combustion Engines; andwe do hereby declare that the following is a full, clear, and exactdescription of our invention, reference being had to the accompanyingdrawings, and to the numbers of reference marked thereon, which form apart of this specification.

Although the evolution of the hydro-carbon or internal combustion enginehas ad vanced far, the practical efliciency of such devices is much lessthan should be expected in view of the fuel consumption. This isundoubtedly due to several causes, among which are incorrect valveconstruction and operation, and the sometimes large expenditure ofenergy required to operate the valves.

It is also true that in the T head type of engines of this class, thearea of the cylinder exposed to the combustion of the charge isrelatively large and inaccessible without the removal of the cylinderfrom the base, and the accumulation of carbon therein soon detracts fromthe satisfactory operation of the engine. In many such engines also, thefuel charge, when admitted must travel a considerable distance beforereaching the point at which ignition occurs, and after ignition thespent gases of combustion are frequently retained in the cylinder longerthan desirable on account of the arrangement of the exhaust valverelatively to the inlet Valve. Many engines of the class, too, are of acomplicated nature, comprising many moving parts without adequateprovision for thoroughly lubricating the same during the operation, withthe result, of course, of decreased efiiciency. Frequently, too, wheremechanically operated valves are employed, the operating mechanismtherefor, as well as the valve stems, are exposed at all times to theatmosphere and dust and dirt, and consequently imperfect lubrication orfailure of lubrication, seriously affects efiiciency.

Another defect in multiple cylinder engines, is sometimes found in thearrangement of the inlet and the exhaust manifolds,

the inlet manifold, for example, in a four cyhnder engine, requiringfour branches leading to the respective inlet valves, with the effectthat imperfect charging of some of the cylinders results owing to thelonger travel required for the incoming gas be tween the carburetor andthe cylinder to be charged.

Itis an object of this invention to afford amultiple cylinder internalcombustion engine, in which the inlet valves are arranged in pairs inadjacent cylinders, and the ex haust valves likewise arranged in pairsin the next adjacent cylinders, the exhaust valves and the inlet valvesbeing arranged in each cylinder in very close relation and with theignition device in very close proximity to the inlet valve, so that theincoming and outgoing gases will travel the shortest possible distancein the cylinder and in a manner to exert the maximum energy of Zhedcombustion directly upon the piston It is an object of the inventionalso to afford an engine of the class described comprising a pluralityof cylinders,'and having mechanically operated valves in which the inletvalve, the exhaust valve, and the sparking element are very closelyrelated, and in which the operating means for the valves are at alltimes lubricated, both by direct force feed and by splash lubrication.

It is a further object of the invention to afford a relatively narrowcombustion chamber directly above the piston and in communicationtherewith, and having arranged in one side thereof inlet and exhaustvalves, and in the opposite side closely adjacent thereto, the sparkingdevice, the side of the combustion chamber opposite said valves being soconstructed as to permit of opening the same to permit the removal ofthe valves or to permit cleaning of the cylinders and combustionchamber.

The invention embraces many other objects, which will be more fullyunderstood from the accompanying drawings, and from thespecification,wherein a preferred form of our invention is exemplified.

In the drawings:

Figure 1 is a front end elevation of an engine embodying our invention,with the cover for the gear case removed.

Fig. 2 is a vertical section thereof.

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Connected with the respective cranks of the crank shaft, are connectingrods 20, of course, one for each cylinder, and each engaged with apiston 21, which may be constructed in the usual or any suitable manner.The crank shaft is provided on its outer end with a gear wheel 22, whichmeshes with a larger gear wheel 23, secured on a cam shaft 24, andaffording a two to one drive therefor, said cam shaft being journaled inthe crank case extending longitudinally at the left side thereof, andprovided with suitable cams for actuating the respective valves. Saidgears are, of course, incased to permit the same to run in oil.

J ournaled above the cam shaft, is a tubular shaft 25, journaled onwhich are rocker arms 26, one for each inlet valve, and one for eachexhaust valve, the upper, longer end of each of which extends intoengagement with the outer end of the corresponding valve stem, as shownin Figs. 2 and 3, while the lower end thereof, which may be providedwith a suitable anti-friction shoe 27, extends into bearing against thecam shaft in position to be engaged and actuated by the appropriate andcorresponding cam thereon, so that when the shorter end of said lever isactuated by the cam, the upper end is thrown inwardly with greatervelocity, instantly aflording full opening of the valve actuatedthereby, which, upon release of said rocker arm by said cam, isinstantly closed by the action of its valve spring 14.

The bearing on said tubular shaft 25, for the rocker arms, is suppliedwith force feed lubrication; so also is the lower end of said rockerarm, so that the friction voccasioned b the engagement of said rockerarms by tie respective cams, is reduced to a minimum. For this purpose,as shown, an oil compartment is provided in the bottom of the crankcase, an inner floor or bottom 28, being provided therein, as shown inFigs. 2 and 8, the space beneath said inner floor affording an oil ,wellor container, and communicating therewith at the bottom, and cored inthe side of the cylinder, is a casing 29, providing a cylindric bore orchamber therein in open communication with said oil compartment at itsinner side, as shown in Fig. 8. Said chamber is closed at its bottom bythe threaded head 30, of a cylindric cage 31, which extends upwardly tosuitable packing at the top of said casing to afford a tight joint, asshown in igidly secured in said casing, and projecting upwardly throughsuitable webs 32 and 33, in the side of the crank case, is a cylindricump barrel 34, which extends to near the ower end of the cylindric cage,

and is there provided with an inlet passage closed by the upwardlyopening ball valve 35, or other suitable valve adapted to permit theinflow of the oil. \Vithin said pump barrel is a reciprocating pump rod36, which, at its lower end, fits closely in said barrel to afford theplunger, and is provided with an axial passage therein controlled by aninwardly opening ball valve 37, and, as shown, said pump rod 36, extendsulpwardly with its head 38, in position to e engaged by a cam 39, on thecam shaft, said cam acting to force the pump rod downwardly. A spring40, rests at one end on the web 33, and surrounds the pump barrel, andat its upper end engages the head 38, of the pump rod and acts to throwthe pump rod upwardly affording the intake movement of the pump.

As shown, the inner passage in the plunger communicates in a chamber 41,above the plunger, and from which leads a pipe 42, which communicates inthe bore of the tubular rocker arm shaft 25, so that the bore of saidshaft is at all times filled with oil. At each bearing of the rocker armon said shaft, an oil port is provided which delivers the oiltherethrough to the bearing for the rocker arm, as shown in Fig. 12,

and connected in the hub of the rocker arm bearing, as shown in Figs. 2and 12, is a pipe or tube 43, which leads downwardly therefrom along theinner face of the rocker arm and delivers oil therefrom to the shoe 26,or to the end of the rocker arm engaged by the cam. Of course, the shoe26, may be adjustably secured upon said rocker arm, if desired, and ifdesired, adjusting means at the upper end of the rocker arm may beprovided to vary the bearing of said arm on the valve stem. Convenientlyalso, and particularly in the larger engines, an anti-friction rollermay be provided on the lower end of the rocker to minimize friction fromengagement of the cam with the rocker for actuating the same. These, inengines of smaller size, are, however, not necessary.

Mechanism is provided for mechanically regulating the level of the oilin the crank case. For this purpose, as shown in Figs. 2, 6, 10 and 11,a shaft 44, tubular except at its ends, is journaled in the crank caseconveniently near the front side thereof, and is held in place bysuitable bearings 45, in the end of the crank case, and correspondingbearings 46, intermediate the ends thereof, said shaft fitting closelyin said bearings. lVithin the bearing 46, the shaft is slottedperipherally for approximately a third of the circumference,as indicateat 47, and directly beneath said shaft an oil port 48, is providedthrough the floor 28, of the crank case.

cation may be used elsewhere than as shown and described. We have, ofcourse, shown but a preferred form of our invention, but We do notpurpose limiting the patent otherwise than necessitated by the priorart.

We claim as our invention:

1. In a device of the class described, a crank case, a plurality ofintegrally connected cylinders mounted thereon and formed at their upperends into narrow vertical combustion chambers, a crank shaft journaledin said crank case, pistons in said cylinders connected to drive saidcrank shaft, horizontally operating inlet and exhaust valves controllingthe inlets and outlets of said respective combustion chambers, and sparkplugs disposed in said chambers opposite-said inlet valves.

2. In a vertical engine of the class described, a cylinder, a narrowofiiset compartment formed integrally at the upper end thereof,horizontally disposed inlet and exhaust valves communicating therein, awater jacket surrounding said cylinders and the inlet and outletpassages controlled by said valves, and removable closures disposedopposite each of said valves in said compartments permitting readyinspection of said compartments and valves Without interference withsaid valves.

3. An engine of the class described, embracing upright cylinders, sideby side, parallel and horizontally operating mechanically actuated inletand exhaust valves for each cylinder, threaded closures opposite bothvalves to permit removal of a valve therethrough and the inspection ofthe cylinder and combustion chamber, and a spark plug connected in oneof said plugs for each cylinder.

l. An engine of the class described, comprising a cylinder, a narrowoffset vertical compartment formed at the upper end thereof, a pair ofvalves mounted therein controlling the inlet and outlet to saidcompartment for said cylinder, said valves mounted engine communicatingwith said compartment to control the flow to and from the cylinderthrough the compartment, said compartment having ports in the Wallsthereof one opposite each of said valves,

removable plugs closing said ports, and an 4 ignition device mounted inone of said plugs opposite the inlet valve to fire a charge for thecylinder compressed in said compartment.

In testimony whereof We have hereunto subscribed our names in thepresence of two subscribing Witnesses.

FREDERICK S. DUESENBERG. AUGUST S. DUESENBERG.

Witnesses I E. J. MARTENS, B. JONES.

